Locomotive



1927' H. L. INGERSOLL LOCOMOTIVE Filed April 24, 1922 6 Sheets-$11681. l

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Jan. 25,1927.

WlTXESs Patented Jan. 25, 1927.

UNITED STATES HOWARD L. INGERSOLL, 0! WHITE PLAINS, NEW YORK.

LOCOHOTIVE.

Application filed April 24, 1982. Serial No. 556,228.

My invention relates to locomotives, and is especially concerned with anew type of locomotive whose driving wheels are electrically operated.

The railroad condition in the United States at the present time ispractically steam operation, interrupted by a few isolated zones ofelectric traction in and near cities (such as the Pennsylvania Stationand Grand Central Terminal electrifications at New York), or in longtunnels or on exceptionally heavy grades, and varied with a few mainline electrifications under very exceptional conditions (such as theChicago, Milwaukee and St. Paul). WVhile there is a growing demand thatwill probably lead to many more local electrifications in urban andsuburban areas, it appears very certain, nevertheless, that for a longtime to come sound economic considerations and the enormous first costwill prevent any general electrification.

Under present practice, local electrificw tion entails heavy expense inthe maintenance of an isolated group of special electric locomotives(with special facilities for their upkeep and repair) in eachelectrified area,to say nothing of the loss of time in changinglocomotives whenever a train enters or leaves such an area. Moreover,electric locomotives from one electrified area are not readily availableto meet exceptional demands in another such area,-even if such areasshould happen to be similarly electrified, as is often not the case.And, of course, electric locomotives are absolutely useless andunavailable on unelectrified trackage. Unless, therefore, a railroad canventure to use steam locomotives in electrified areas, it must eithermaintain electric locomotives sufiicient to meet the maximum possibledemand in each and every electrified area all the time, or be liable, insome emergency, to find th capacity of its whole system throttled downto that of the electric locomotives in the worst equipped area.

One principal object of my invention is to overcome this serioushandicap of present conditions by provision of a novel locomotiveequally adapted to operation on either electrified or unelectrifiedtrackage.

In this I aim not only to realize to the full the advantages andeconomies of existing electric locomotives on electrified track, butalso to retain unimpaired the very important advantages of the presentsteam locomotive for operation on unelectrified track,and even to doaway with some of its limitations and disadvantages without incurringnew ones of any kind. Accordingly, I aim to combine the advantages ofelectric drive with those of operation by a power plant itself formingpart of the locomotive unit, all in a thoroughly practical, convenientand efiicient manner.

I also aim to provide for o eration of a locomotive either by currentiiom its own power plant or generator (however the same may be driven),or. by current from an out-- side power station transmitted directly toth motors of the moving locomotive.- I prefer to provide for making thechange from one mode of operation to the other automatically, withlittle or no attention at all from the engineer or locomotive driver. Ina steam-operated locomotive, I refer to emplo turbo-electric generation0 current in or er to do away with the reciprocating and unbalancedmotion which is an impor tant drawback of the present steam locomotive,and also for convenience, economy and efficiency in operation.

Various other objects and advantages attainable through the inventionwill appear from my description hereinafter of a steamelectriclocomotive which is the best embodiment of the invention known to me.

In the drawings, Fig. 1 is a somewhat diagrammatic side elevation of asteam-electric lomotive, or locomotive unit, con veniently embodying myinvention.

Fig. 2 is a corresponding lan view of the motors and drive wheels. ta enabout as indicated by the line 2-2 in Fig. 1.

Fig. 2 is a plan view of the forward articulated frame member or unit ofthe locomotive, with certain parts in section as indicated by the line 2in Fig. 1. i

Fig. 3 is a diagrammatic representation of the turbo-electric generatinga paratus, the electric driving motors and their controlling means, thecurrent collecting means for operation from trolley wire or third rail,and various accessory or auxiliary circuits and de"ices,--certain partsand devices appeering in section.

Fig. 4 is a somewhat diagrammatic headon view of the locomotive, withcertain steam-control devices for the turbines in sectionas indicated bythe line 4-4 in Fig. 1, on a larger scale than Figs. 1 and 2.

Fig. 5 is a generally similar but less diarammatio view, with variousparts pertain- 1ng to the drafting of the locomotive power plant insection as indicated by the line 55 in Fig. 1. F

Fig. 6 is a diagram of the preferred systern of electrical connectionand control for the driving motors.

Figs. 7, 8, 9 and 10 are diagrams illustrating various operatingconnections and conditions of the motors.

Fig. 11 is a diagram of an alarm system for indicating the condition ofthe motors.

The locomotive unit shown in Figs. 1, 2 and 3 comprises a locomotiveproper 10 and a tender 11, both resembling the corresponding ordinarysteam railway equipment in general appearance and construction. The mainlocomotive 10 carries a steam generating plant consisting principally ofan ordinary horizontal locomotive boiler 12, with its firebox andfurnace 13 and its smokebox 14;while the tender 11 carriesa tank 15,etc., for the water and fuel (whether coal or oil) supplies for thesteam generating plant. {\s here shown. the locomotive 10 also carriesturbo-electric generating means operable by steam from the plant 12,such means comprising a couple of steam turbines (of the Curtis or othersuitable type) driving direct current generators 18 through interposedreduction gearing 19. All the supporting wheels 20 for both locomotive10 and tender 11 are utilized as drive wheels, and

each pair of them is accordingly rovided with a bipolar series woundelectric motor 22, mounted directly on the axle or connected thereto inany suitable way, and operable by current from the turbo-electric means17, 18.

The vehicle for the steam generatin 12 comprises a couple of (eightwheel units 23 articulated or connected together. As shown, each of theunits 23 has a lnain frame plant with pedestal construction at one endfor taking the driving boxes for the axles of two pairs of drive wheels20, and also a four-wheel truck 24 suitably mounted (with provision forlateral orother movement relative to the rest of the vehicle for takingcurves) beneath the other end of the unit frame with radius bar 25suitably enga 'ing or connected with the latter. The tender is supportedby a similar (eight wheel) frame and wheel unit 23, articulated orconnected to the rear locomotive unit. Similar ends of the several units23 are coupled together,preferabl v. in such a way that the trucks oftender and of front locomotive units normally lead,so as to obtainbetter riding and equilibrium, and prevent nosing. The rear locomotiveframe and wheel unit 23 extends under and suports the fire box 13 andthe rear end of the iler 12, while the forward unit 23 extends under andsupports the front or smoke-box end 14 of the boiler. The steam turbines17 are supported on the forward unit 23, direetly in front of the boiler12. The electric generators 18 are also mounted on the platform 26 ofthis forward unit 23, beside the forward end of the boiler 12, and so,likewise, the reduction gearing 19. As shown, the turbines 17, thegenerators 18, the gears 19, and the smoke-box end 14 of the boiler '12are all mounted on a rigid saddle and base structure 27 itself supporteddirectly by the platform of the unit 23.

Referring to Figs. 1, 2", 3, 4 and 5, it will be seen that the turbines17 are supplied with steam by a pipe line 30, extending forward in thesteam space of the boiler 12 from the main hand throttle 31 in the steamdome 32 to a T-head 33 in the smoke box 14. From the T-head 33, thebranches 34 of the line are led out through the sides of the smoke box14, and forward to the front ends of the turbines 17, which may be.provided with suitable automatic speed governor mechanism, as indicatedat 35 in Fig. 3. Bosidcs the general arbitrary manual control affordedby the main throttle 31, and the individual automatic speed controlafforded by governors 35, the steam supply of the turbines 17 may alsobe controlled individually by additional starting and stopping means 36interposed in their respective pipe lines 34 (Figs. 1, 3 and 4), andfurther described hereinafter.

Referring, now, to Figs. 2 and 5, it will be seen that the exhaust steamfrom the turbines 17 passes down into a conduit 37 in the structure 27,and is conveyed rearward to operate means for producing draft for thesteam generatin plant 12. As here shown, the draft producing meanscomprises the usual pctticoat pipe 38 and divided exhaust 39 in thesmoke box 14. In practice, of course, the draft-producing means 38, 30may be provided with various accessories for controlling its operation,including poppet valves to prevent cinders from the smoke box 14 frompassing into the turbines when either is not taking steam, etc.

\Vhen both generators 18 are in action, they may preferably operate inparallel to supply current for the driving motors 22. As shown (Fig. 3),the generators 18 have a grounded inter-connection 40 (to the railwaytrack) for one side, and may be connccted in parallel to the maingenerator circuit 41 at the other side. The connection of each generator18 to the circuit'41 includes a self-opcning switch 42, and the solenoidwinding 43 for the movable core 44 that actuates such switch 42 isincluded in an auxiliary circuit 45 extending from said connection to aground connection 46 (to the track). In case, therefore, the poweroutput or voltage of either generator 18 fails or becomes too low fromany cause, such generator will be automatically cut off the ill] line 41until it attains a proper value again,

circuit 49.

The motors 22 may be operated in series, in parallel, or inseries-parallel combinations, as indicated in Figs. 7 to 10. As shown inFig. 3, one side of the power circuit 50 for these motors 22 includes aground to the railway track as indicated at 51, while its other sideextends to switch mechanism 52, 53 for connecting it to the generatorcircuit ll or to the collector circuit 49, as from time to time desired.The circuit 50 extends through a controller 5-l,which may be. of theordinary simple drum type, or a master controller ope ating throughshafts, or any other suitable means for controlling electriclocomotives. The branch connections 50 from the controller M to theseveral motors 22 include selective control or cut-out switches 55 ofany suitable type. By means of the controller 54 (itself grounded at 56as usual) all the motors 22 collectively may be started, stopped,regulated as to speed, and generally controlled as desired, in the usualmanner; while by means of the switches 55, the individual motors 22 canbe cut into or out of operation at pleasure. Thus the motors 22 may beoperated and controlled, both eollectlvely and selectively, in anynumber or agroupmcnt: desired,-and this (as will pre;:ently appear) bycurrent from either the turbogenerating means 17, 18 or the collectingmeans 47 or 48.

In order to make the change from operation from its own generating meansto operation directly by current from an external source, it isnecessary either to start or stop one or both turbines 17, or to con--nect or disconnect the generators 18 to or from the power circuit 50. Itis preferable to do both things in making the change, and also todisconnect the collector circuit 49 from the power circuit 50 duringinternal operation, and vice versa. I prefer to provide for making thechange automatically, according to the condition of cnergization of thecurrent collecting means 47 or 48, whichever is in use. In this way, Iinsure that whenever the collectin means ceases to be adequatelyenergize ,-whether by failure of the outside power station or of atransmission line, or by travel of the locomotive from an electrifiedzone of track to an unelectrified one-the locomotive will automaticallychange over to operation on its own current; and that whenever thecollecting means becomes adequatelyenergized, the reverse change willoccur. The change may, as here implied. be determined and effectedaccording to the adequacy of energization or voltage at the collector,even though entire deenergization thereof never occur.

As here shown, I have provided electromagnetic means of solenoid typefor performing various operations just indicated.

Referring, first, to the connection and disconnection of the powercircuit 50 to and from the generator; 18 and the collectors 47 or 48, itwill be seen from Fig. 3 that the solenoid winding 61 for the movablecore 62 that actuates the self-opening pivoted switch 52 is connected inan auxiliary circuit 63 itself extending from the collector circuit 49to a ground connection 4 (to the railway track), so that when thecircuit 49 is adequately energized, the switch 52 is automaticallyclosed to connect the power circuit 50 to the collector circuit 49, andvice versa. Vhen the solenoid core 62 moves to close the switch 52, itautomati- -ally opens the spring-actuated self-closing switch 53 (hereshown as an extension of the switch lever 52 to the other side of itspivot), and disconnects the power circuit N) from the generator circuit41,or vice versa. 1

Coming, now, to the starting and stopping of the turbines 17, it will beseen that the valves of their automatic starting and stopping means 36are rendered self-closing by helical compression springs 71 acting ontheir operating pistons 72, and are opened by fluid admitted beneathsaid pistons (from the main supply lines of the turbines) byself-closing relay valves 73. The solenoid windings 74 for the movablecores 75 that actuate the fluid relay valves 73 are ineluded in branchesof an auxiliary circuit 76 extending to ground connections 77 to therailway track, so that one or both turbines 17, 17 are stopped wheneverone or both of the corresponding auxiliary circuit branches 76, 76 aredeenergized, or vice versa.

F or the purpose of controlling energization of the auxiliary circuit 76as a whole according to the adequacy of energization of the collectorcircuit 49 (and thus controlling the operation of the turbines 1?correspondingly), this circuit 76 is connected to'a separate contact 78on the switch arm 53 (suitably insulated from the movable contact andthe rest of the switch lever 52, 53) that cooperates with the stationarygenerator circuit contact 79 of this switch. Inasmuch, however, as bothgenerators 18 are idle when not in action and incapable of furnishingcurrent to energize the circuit 76 (and, in-.

Inc

deed, disconnected from the generator circuit 41 by their underloadcircuit breakers 42) when the switch 53 closes, rovision 15 made for anauxiliary supply 0 current to the circuit 76 under these conditions. Asshown, such current is furnished by an auxiliary power circuit 80extending from the contact 79 to a ground connection 81 (to the railwaytrack) and including any suitable source of power, such as a storagebattery 82. When a valve 7 O has once been opened and the correspondingturbo-generator set 17, 18 has picked up so as to supply current to thecircuit 76 to keep the valve open, the auxiliary power circuit 80 isautomatically cut off from the contact 7 9 by the opening of aself-closing switch 83, whose movable core 84 is actuated by a solenoidwinding 85 included in an auxiliary circuit 86 extending from thegenerator circuit ii to a groun connection 87 (to the railway track),and the battery 82 thus protected.

When the locomotive is altogether idle for any length of time (as in theround-house, or during exceptionally long stops), :1 normally closedhand switch 88 in the circuit 80 may be opened, concurrently with theclosing of the main throttle 31, in order to re-- vent uselessexhaustion of the storage attery 82.

By means of the switches, circuit breakers, etc., above described,therefore, the motors 22 are automatically rendered operable andcontrollable by energy from the current collecting means 47, 48 or fromthe turbogenerators 17, 18, alternatively; and the power circuit 50 isautomatlcally energized to operate said motors from the turbo-electricmeans 17, 18 in the absence pf adequate energi'zation from thecollecting means, and vice versa.

The combined capacity of the two turbogenerator sets 17, 18 (preferablycounterparts of one another) must, of course, equal the maximum demandof the motors 22 for current under the severest starting condi tionsthat the locomotive is expected to cope with. Since, however, thelocomotive will often or generally be running under loads within thecapacity of a single set 17, 18, and since the sets are most efficientunder loads approximating their rated capacity, and naturally tend(working in parallel) to divide the load equally,it is highly desirableto shut down one set entirely whenever the load permits. To avoidgrossly unequal wear and deterioration of the sets 17,18. it ispreferable that first one and then the other be put out of or intooperation on the successive occasions of starting or stopping one, sothat they shall likewise alternate in sole operation.

In the locomotive here illustrated, I have provided for doing all thisquite automatically. by means of selective mechanism 90 interposed inthe auxiliary generator control circuit 76 at the junction of thebranches 76 and 7 6 with its main portion. As shown in Fig. 3, themechanism 90 comprises a rotary insulating drum 91 fast on a shaft 92,and provided with a plurality of equally spaced peripheral contacts 93,94 for engaging similarly spaced stationary contacts 95, 95 of thebranch circuits 76, 76 (but incapable of bridging the contacts 95, 95',or being bridged by them). Alternate drum contacts 93 and 94: areconnected,respectively, to a circuit 96 leading to an oscillatory arm97, and to the main portion of the circuit 76. si'on, by means of a pawlor dog 98 pivoted to the arm 97, and constantly spring-pressed The drum'91 is turned, on occa into engagement with a toothed ratchet wheel 99fast on the shaft 92. The are of movement of the arm 97 and the relativeadiustments of the parts are such that at each downward movement of thearm the drum 91 is turned one contact space, and brought to rest with acontact 93 01-94 in engagement with each of the branch contacts 95 and95". The arm 97 swings downward automatically, as by gravity, and isdrawn upward from time to time by the influence of a solenoid winding100 whose movable core 101 is link-connected to the free end of the arm.The solenoid winding 100 is included in a branch 102 of the generatorcontrol auxiliary circuit 76 that extends to a ground connection 103 (tothe railway track). The arm 97 carries a contact 104 that engages acontact 105 of the circuit 102 whenever the arm is drawn up by thesolenoid.

It will at once be apparent that the generator control circuit branchwhose contact 95 or 95* engages one of the drum contacts 94 will beenergized whenever the circuit 76 is energized, and the correspondingset 17, 18 (as shown, the set 17, 18*) consequently in operation,quiteregardless of the solenoid mechanism 100, 101, etc. It will also beapparent that at each space-turn of the drum 91 by the arm 97, the twoturbo-generator sets will change places in this respect. Or,'in otherwords, operation of one set is assured whenever the contacts 78, 79 areclosed; and the set to be so operated will change each time the arm 97swings down and turns the drum 91.

The weight of the parts, etc, the strength of the solenoid 100. and theelectrical resistances are preferably so proportioned that when one set17, 18 is in operation, the solenoid will not be strong enough to drawup its core 101 until this set is operating under a load about its ratedcapacity (which its overload features will enable it to do quiteeasily). When this predetermined limit is reached. the solenoid core 101will rise and be held up with the contacts 104, 105 closed; and thus theother generator control circuit branch (as shown, 76") will be energizedand the other set (17", 18") brought into operation to share the load.So long as the load continues sufiiciently high, nothing further willhappen: the core 101 and the arm 97 will remam up,with thepawl 98 inengagement with the next higher tooth of the ratchet 99,without actingto turn the shaft 92. Preferably, the various parts will be soproportioned that this condition will continue until the load has fallento about 90% the rated capacity of one set 17, 18; whereupon thesolenoid core 101 and the arm 97 will descend, opening the contacts 104,105 and deenergizmg the contacts 93, and also turning the drum 91 tobring a contact 94into engagement with the contact 95 (as shown, 95)previously engaged with a contact 93. As a result, the set 17, 18 (asshown, the set 17', 18') last cut in will be left in service, and theother cut out. And at the next occasion of overload and its cessation,the conditions of the sets 17, 18 will be again reversed in likemanner,-and so on indefinitely.

l/Vhile the load on each of the sets 17, 18 is thus rather low at thecritical range, the apparent disadvantage of this double underloading isquite outweighed by the fact that it occurs only on the brief occasionsof extra heavy load, and that usually the load will very quicklyincrease much beyond the critical range on such oc-casions. Such asubstantial critical range as 20% between the load values for cutting aset in and out is desirable in order to obviate continual changes onvery small and momentary fluctuations of load.

Referring, now, to the (lrivin motors with their connections andcontrol, it is to be understood that Fig. 3 affords a sketchy,generalized showing of a running condition or set of connections of themotors, with its possibilities of minor variation; Fig. 6 is a moreelaborate diagram of alternative connective and control means by whichthe motors can be operated either in various ways; and Figs. 7, 8, 9 and10 are diagrams representing typical operating connections of the motorsthat can'be realized with the equipment indicated in Fig. 6.

Referring, now, to Fig. 6, it will be seen that besides the main powercircuit 50 (connectible to the external circuit 41 or 49 through theswitches 52, 53), the controller 54 has a plurality of motor operatingcircuits 111 by which the motors 22 can be variously connected betweensaid main circuit 50 and one or more ground connections 112. Eachcircuit 111 has a protective fuse 113. With one exception, each of themotor operating circuits 111 is shown as adapted to include a group oftwo motors22 in parallel. The exceptional motor operating circuit 111 isa double one, adapted to include the grounds 112 when motor groups areto be operated in series or 1n parallel series,

and also shunts and contactors or switches 120, 121 and 122 for seriallyinterconnecting the circults 111 (with or without their rheo stat loops116). In addition, there are shunts with contactors or switches 123 and124 for interconnecting the alternate circuits 111 and 111", 111 and 111respectively. These latter shunts enable the locomotive to operate withsuch interconnected motor circuits in series and the intermediatecircuits cut out at their switches 14 or 114"; and they also allow thecircuit 111 to be used with the rheostat loop 116 in *ase its own loop116 is out of order, or vice versa, and similarly as to the circuits11V" and 111'. In the ground connection of the circuit 112 is a shuntwith an ammeter A for showing the current through the motors 22 in (andin series with) that circuit.

I have so far describedihe system shown in Fig. 6 as 'if the motors 22were fixedly and permanently connected in the circuits 111. Preferably,however, provision is made for varying the connection of the motors 22",22 in the operating circuits 111*", 111", 111*, 111L111. For thispurpose each of said circuits 111 may have a pair of two-point sockets55, 55", etc., connected therein in parallel, and each of the individualmotor circuits 125 may have a two-point plug 55, 55, etc., whoseinsertion in one of the two-point sockets (55, for example) will connectthe corresponding motor 22, 22, etc., (as the case may be) in seriesbetween the terminals of such socket. As shown, the circuits 125 of allthese series wound bipolar motors 22 include reversing contactors 126four each) by means of which the connections of the armatures 127 andthe fields 128 can be concurrently reversed for the purpose of reversingthe locomotive. By means of these socket and plug provisions, therefore,any and every motor 22 can be connected into any and every place in thesequential operation of the controller. In a word, the number of motors22 in service and their connections and sequential relations to oneanother and to the controller can be varied in every conceivable way.

Figs. 7 to 10 illustrate various desirable operating connections andagroupments of the motors 22 afforded by the control system of Fig. 6.Fig. 7 shows the most powerful starting arrangement, with six parallelmotor pairs or groups in series. shows a later stage, with four motorpairs in series and two (A-D) out of operation. Fig. 9 shows still alater stage, with two serially connected pairs of parallel motors inparallel. Fig. 10 shows the ordinary running condition, with four pairsin parallel. Fig. 3, of course, indicates the possibility of runningwith five or six pairs in parallel, if speed conditions and extra heavyloads should be found to warrant it. Obviously, of course, the Fig. 9arrangement could be paralleled with the other two motor pairs inseries; but this complication, after all, will not usually be foundworth while. Generally speakmg, eight motors will afford ample power andvariation for all conditions of operation except starting under theheaviest loads: under that condition, operation on the booster princi lewith the other four motors in series may e resorted to, as indicated inFig. 7

It will be seen, therefore, that without any increase over a usualnumber of wheels for ordinary steam locomotive units, the steamelectricunit afi'ords ample reserve of drivers and motors for starting or forcases of motor trouble. Indeed, it is ossible to have four motorsdisabled and disconnected, and still operate the unit as an eight-motorlocomotive. In such cases, all that is necessary is to plug out thedisabled motors at 55, open the cut-out switch 114 of the operatingcircuit 111 and plug in one or more of the AD motors thus released inplace of the disabled motor or motors. The disabled motors and anysurplus AD motors will then simply run idle. If more than four motorsshould be disabled, the sockets 55 furthest to the left in Fig. 6 willbe filled with sound ones, all the disabled ones plugged out, and anappropriate cut-out switch or switches 114 opened to suitably limit theaction of the controller 54. Also, motors can be alternated with oneanother in the most-worked group of eight (especially under severeconditions that give rise to overheating), so as to obviate over-workingor burning out of any,and the equipment thus worn uniformly.

As an aid to this working in rotation, temperature coils 130 of fine coper wire may be embedded in the windings o the motors, and seriallyconnected with indicating means such as annuneiators 131, for example,in parallel across an auxiliary circuit 132 including an auxiliarysource of power such as a storage battery 133. hen any coil 130 isheated to a predetermined degree by overheating of a motor 22, itsresistance will increase and cut down the current till the electromagnet13 1 of the corresponding annunciator 131 can no longer hold u the disc135,whereupon the latter will fal and afford an indication of danger. Asa means of obtaining a more definite indication of temperature whendesired, an ammeter 136 appropriately calibrated and marked may beconnected to one side of the circuit 132, and its lead 137 arranged forconnection to the other side through any coil 130, by means of athree-point switch 138 by which the manuciator 131 is ordinarilyconnected directly thereto. When any switch 138 is shifted over, thetemperature of the corresponding motor 22 will be indicated by theammeter reading'at 136.

With the steam turbine rather than the internal combustion engine (suchas a Diesel en ine) in the locomotive power plant, not on y are thedisadvantages of unbalanced motion done away with, but the ability ofthe present steam locomotive to use either coal or oil fuel is retained.This not only avoids any necessity of changes in existing provisions forfuel supply along the railroads, but also leaves them relatively independent of oil fuel, and thus obviates the grave danger to the countryof having them depend on our absolutely essential and limited suppliesof military fuel. With the electric motor drive at the axles, on theother hand, uniform torque at the drivers and perfeet balance aresecured; all the wheels of the locomotive unit (including the tenderwheels) can be made of the standard size used on present high classequipment (such as Pullman and dining cars, etc.); and all wheels of theunit are equally available for tractivegmrposes (whether as regulardrivers, or or starting on the booster principle), at will, and in anycombination desired. The locomotive is hi hly versatile, even ascompared with or inary steam or electric locomotives: the samelocomotive can be operated either on its own or on extrinsic power; itcan be adapted to various local transmission systems and voltages, andto various different fuels, without any changes that involve stopping iton the road; and it can be used for either freight or passenger service,and at widely varying speeds.

Moreover, the locomotive can conform to existing standards of size andweight, so as not to entail any alterations of track, sustainingstructures, clearances, or of other railroad equipment; and it canretain the present well-tried type of steam locomotive oiler plant andaccessories,which for the limited capacity (up to about 3,500 horsepoweror over) is probably the most efficient steam generator in existence.Its freedom from unbalanced motion and mischievous impacts substantiallyincreases the life of rai s and track fittings, and, with the betterdistribution of weight which it admits of, increases the factor ofsafety of the track it in general efiectiveness, owing to the extrawheels and tractive effort available for start ing, or for heavy loadsand grades. In internal operation, the locomotive easily equals ordinarysteam locomotives in thermal efficiency, and greatly surpasses them forstarting, etc., owing both to its greater number of effective driversand to its uniform torque at the axle. Because of the freedom fromreciprocating and unbalanced parts, it can operate over much longer(twice or thrice) engine stages than are found practicable for thepresent steam locomotive, which means a great deal in reducing capitalcharges.

In point of overall efiiciency, the steamelectric locomotive in internaloperation compares very favorably with railroad electrilicationsgenerally. For while (like the best present-day steam locomotives) itwill consume about 2 lbs. of coal per horse-power hour, as compared with1 lbs. attained in central stations supplying ordinary electriclocomotives, yet the extra losses incurred in transmission, voltagevariation, etc., between the central station generator and the electriclocon'iotive draw bar come very near to making up the difference. Itsample number of drivers and its electric motor drive assure a margin ofsafety in maintenance of tractive power despite injury to'any one motorthat is absolutely unapproached and unparalleled in the present steamlocomotive. The surplus of drivers for ordinary running (whether underinternal or external operation) even makes it possible to do away withblowers for cooling the motors, since motors running idle cool more raidly than they heat in service,more rapi l indeed, than it is possibleto cool them wit 1 blowers.-

I claim:

1. A steam-electric locomotive unit comprising. a locomotive with asteam generating plant and turbo-electric generating means operable bysteam from said plant; a tender for carrying fuel and water supply forsaid plant; and electric motors for driving all the carrying wheels ofboth locomotive and tender operable by current from said turboelectricmeans.

2. A locomotive comprising electric generating means, current collectingmeans, electric motors for the locomotive drive wheels, and means forautomatically changing over from operation of the motors by current fromsaid generating means to operation by current from said collectingmeans, or vice-versa.

3. A locomotive-unit comprising electric "generating means; currentcollecting means;

and electricmotors for the drive wheels of the unit selectivelyoperable, in any number or agroupment desired, by current from eithersaid electric generating means or said collecting means.

1. A steam-electric locomotive unit comprisinga steam generating plant;electric generatmgmeans operable by steam therefrom; current collectingmeans; and bipolar electric motors for the drive wheels of the, unitselectively operable, in any number or agroupment desired, by currentfrom either said electric generatin means or said collccting means.

5. A locomotive unit comprising electric generating means; currentcollecting means; electric motors for the drive wheels of the unit; apower circuit for said motors; and means for automatically energizingsaid power circuit to operate said motors from said electric generatingmeans in the absence of adequate onergization from said collectmg means.

(S. A locomotive unit con'iprising electric generating means; currentcollecting means; electric motors for the drive wheels of the unit; apower circuit for said motors; and means for auton'iatically starting orstop ping said electric generating means accord- I ing to the conditionof energiaation of said collecting means.

7. A locomotive unit comprising electric generating means; currentcollecting means; electric motors for the drive wheels of the unit;means for automatically rendering said motors operable from saidelectric generating'lneans or from said collecting means, alternatively,according to the condition of energization of the latter; and means forcontrollin said motors both collectively and selectively.

8. A locomotive-unit comprising electric generating means; currentcollecting means;

electric motors for the drive wheels of the unit; a power circuit forsaid motors, with means for controlling their operation both prising asteam generating plant; turboelectric generators taking steam directlytherefrom; electric motors for the drive wheels of the unit operable bycurrent from said generators; and means for automatically varying thenumber of generators in service according to the load.

11. A locomotive unit comprising electric generators; electric motorsfor the drive wheels of the unit 0 erable by current from saidgenerators; an means for cutting respective generators into and out ofservice in rotation as the load increases and de creases.

12. A locomotive unit comprising electric generators; currentcollectingmeans; electric motors for the drive wheels of the unit, and a powercircuit for said motors; means for automatically energizing said powerfir-- cuit to operate said motors from said electric generators in theabsence of adequate energization from said collectmg means; and meanscontrolled by the load conditions for varying the number of generatorsin service.

13. A steam-electric locomotive unit comprising steam-electricgenerating means, including a steam generating plant and turboelectricgenerators taking steam directly therefrom; current collecting means;electric motors for the drive Wheels of the unit operable by currentfrom said generating means; means controlled by the load for cuttingrespective generators into and out of service in alternation; and meanscontrolled by the condition of energization of said collecting means forshutting down the turbo-electric means for operation of the motors fromsaid collecting means.

14. A steam-electric locomotive unit comprising steam turbo -electricgenerating means; electric motors for the drive wheels of the unit; andmeans for governing the operation of said motors, including a controllerfor normally controlling and varying their operating connections andagroupment, and means for varying their connections and sequentialrelation to said controller.

15. A steam-electric locomotive unit comprising steam turbo-electricgenerating means; electric motors for the drive wheels of the unit; andgoverning means for said motors. including a controller for normallycontrolling operation of the motors having corresponding sockets, andmeans for plugging various motors into any socket, so as to put anynumber in any desired places in the sequential operation of thecontroller.

16. A locomotive unit comprising electric generating means; electricmotors for the drive wheels of the unit; and governing means for saidmotors, including a controller for normally controlling operation of themotors having corresponding sockets,

means for plugging various motors into any socket, so as to put anynumber in any desired places in the sequential operation of thecontroller; and means for indicating overheating of any motor.

17. A locomotive with electric motors for its drive Wheels, andgoverning means for said motors, including a controller for normallycontrolling and varying their operating connections and agroupmcnt, andmeans for varying their connections and sequential relation to saidcontroller.

18. A locomotive with electric motors for its drive wheels, andgoverning means for said motors, including a controller for normallycontrolling and varying their operating connections and agroupmenthaving sockets for the motors, and means for plugging various motorsinto each socket.

19. A steam-electric locomotive unit comprising steam-electricgenerating means, including a steam generating plant and turboelcctricgenerators taking steam directly therefrom; current collecting means;electric motors for the drive wheels of the unit operable by currentfrom said generating means; means controlled by the load for cuttingrespective generators into and out of service in alternation; meanscontrolled by the condition of energization of said collecting means forshutting down the turbo-electric means for operation of the motors fromsaid collecting means; and means for governing operation of said motorsfrom either source, including a controller for normally controlling andvarying the operating connections and agroupment of the motors, andmeans for varying their connections and sequential relation to saidcontroller.

20. A locomotive unit comprising electric generating means; electricmotors for the drive wheels of the unit; and means for governing theoperation of said motors, including a controller for normallycontrolling and varying their operating connections and agroupment, andmeans for connecting them to said controller in parallel pairs in anydesired sequential relation to its operation.

21. A steam electric locomotive unit comprisin vehicles each with atruck at one end movab e relatively to the rest of such vehicle fortaking curves, similar ends of such vehicles being coupled together inevery instance; a locomotive type steam boiler carried b two of suchvehicles, and a tender carrie by a third; turbo-electric generatingmeans operable by steam from said boiler; and electric motors for allthe drive wheels of the unit operable by current from saidturbo-electric means.

22. A steam-electric locomotive comprising a vehicle carrying asteam-generating plant, including a horizontal boiler; electricgenerators on said vehicle beside the boiler at its forward end; a truckat the front end I of said vehicle, with steam turbine means for drivingsaid generators su ported by said truck in front of said boiler and takisteam therefrom; and electric motors for a the drive-wheels of thelocomotive operable by current from said generators.

23. A steam electric locomotive comprising a vehicle car ing asteam-generating plant, including a orizontal boiler; electricgenerators on said vehicle beside the boiler at its forward end; astructure spanned between the vehicle side frames and sup rting theforward end of the boiler; and steam turbine means for driving saidgenerators mounted on said structure in front of said boiler and takingsteam therefrom.

- 24. A steam electric locomotive comprising a vehicle car ing asteam-generating plant, including a orizontal boiler; electricgenerators on said vehicle beside the boiler at its forward end; steamturbine means for driving said generators in front of said boiler takingsteam therefrom; and means for conveyin the turbine exhaust rearward todraft prod the boiler smoke box.

ucing exhaust nozzle means in In testimony whereof, I have hereunto

